cbandall



GAR GOUPLING.

N5 558,359. Patented Aprg14, 1896.

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A TTOHNE YS.

ANDREW B-GRAHAM. PHUTO-LITHDWSNINGTUN-C (No Model.) 3 Sheets-Sheet 3.

P. D. CRA'NDALL'.

GAR GOUPLING.

No. 558,559. Patented Api. 14, 1895.

v UNITED STATES PATENT OEEICE.

FREDERICK l). CRANDALL, OF'STURGE-ON BAY, IVISCONSIN, ASSIGNOR-OF FIVE-TVELFTHS TO FITZ J. lHAMILTON, OF SAME PLACE.

CAR-COUPLING.

SPECIFICATION forming part of Letters Patent No. 558,359, dated April 14, 1896.

Applieationliled March 20 l 1894. Serial No. 504,386. (No model.)

T0 all whom t may concern,.-

Beit known that I, FREDERICK D. CRAN- DALL, of Sturgeon Bay, in the countyT of Door and State of Wisconsin, have invented new and useful Improvements in Car-Couplings, of which the following is a full, clear, and exact description.

My invention relates to improvements in car-couplin gs of the rotary-head type having thin jaws, and has for its objects to provide a novel, simple, and practical car-coupling of the style indicated which will be adapted to couple with a mating coupling at different angles from a horizontal and vertical plane, be automatic in coupling` at various angles, be cushioned against percussion and draft strains, and be adapted for convenient release from a safe position at one side of either coupled car.

To these ends my invention consists in the construction and combination of parts, as is hereinafter described, and indicated in the claims.

Reference is to be had to the accompanying drawings, forming a part of this specification, in which similar figures and letters of reference indicate corresponding parts in all the views shown.

Figure l is an inverted plan View of an end portion of a car and the improvement in position thereon. Fig. 2 isa front end view of the improvement in position on a car. Fig. 3 is a plan view of two of the improved carcouplings in position on cars in part and cou'- pled at an angle. Fig. 4 is a sectional side view on the line et i in Fig. l. Fig. 5 is a transverse sectional view on the line 5 5 in Fig. 4. Fig. 6 is a transverse sectional view on the line G in Fig. l0. Fig. 7 is a detached side view of the coupling draw-head viewed opposite the arrow 7 in Fig. 2. Fig. S is a transverse sectional view on the line 8 8 in Fig. 3. Fig. 9 is a plan view of two of the improved couplings' on car ends in part and in a coupled condition. Fig. 1Q is a plan view of two of the improved couplings on car end portions that laterally deviate from alinement, the couplings being impinged and in the initial stage of coupled connection. Fig.

1l is a side view of two of the improved carcouplings in a coupled condition on car ends that are in dierent horizontal planes, and Fig. 12 is an enlarged side view of the improved coupling draw-head on a car end portion.

The draw-head of the improved car-coupling (shown detached in Fig. 7) comprises a cylindrical body portion l0, that is diametrically enlarged at the end portion which is forward in service, so as to produce a collar l0, 6o from which forwardly project two similar limbs 10, that are located on opposite sides of the aXis of the web 10C, which is a central projection from the front face of the collar l0. A sufficient length is provided for the 65 limbs 10b to permit the formation on their forward portions of the similar latching-jaws 10d, which have. their locking-shoulders l()C located in the same transverse plane. The sloping faces of the latching-jaws l()d are each 7o rearwardly and downwardly inclined toward the web 10c and are also outcurved slightly, this construction of parts being shown in Figs. 2 and l0.

At the rear end of the cylindrical portion 7 5 l0 on the draw-head a collar lOf is preferably formed, and axially coincident with the part l0 a diametrically-reduced draw-bar lObr is rearwardly projected, which portion of the draw-head is made rectangular in cross-sec- 8o tion, and is afforded a sufficient length for efiicient service.V

Ona car-frame, such as'A in Fig. l, near the transverse center, and extended inwardly from the end cross-sill parallel with the sides 8 5 of said frame, two carrier-blocks ll of wood or metal are secured upon the lowersides of two intermediate longitudinal sills, a sufficient space intervening these blocks to permit the free introduction of the draw-head 9o between them. At a point near the front face of the cross-sill on the car-frame, or on an attached block lla that projects in front of said transverse sill, the draw-head is loosely sustained bythe transverse bracket-plate 12, (clearly shown in Figs. l and 8,) which plate comprises a metal bar having parallel sides and edges, bent to project a part of the same up between the inner Walls of the carrierblocks, and have lateral members produced Ioo near the ends, which members are bolted upon the lower sides of the carrier-blocks 11, the upwardly-projection portion of the bracketplate being concaved to afford a bearing for the cylindric body of the draw-head.

The integral draw-bar portion 10g of the draw-head is supported, in connection with the carrier-blocks 11, by mechanism that will permit the draw-head to receive a gyrating movement necessary for its efficient operation, and consists, essentially, ofthe following-described parts: A swivel-sleeve 12 is furnished, comprising a substantially cylindrical block that is axially apertured, this hole being rectangular in cross-section and flared a proper degree from the longitudinal center toward each end, as shown in Fig. 4c, the size of said longitudinal perforation at its smallest diameter adapting the sleeve to loosely fit on the squared body of the draw-bar portion 10g, and play a .limited degree in any direction.

The body of the sleeve 12 is diametrically and .equally reduced of a proper length from. each end to-produce trunnions, which parts have a loose fit in two similar bracket-boxes 13, that each consist of a fiat plate centrally apertured and furnished at its ends with right-angular bent flanges, the latter having a bearing upon the inner surfaces of the carrier-blocks 11 when in place. The trunnions of the swivel-sleeve 12 engage the circular apertures of the bracket-boxes 13, and the thicker intervening' portion of said sleeve determines by its length the degree of separation for the boxes that are bolted upon the sides of the carrier-blocks 11 through perforations in the flanges of the boxes, as represented in Fig. 4.

An arm 12" is formed on the lower side of the body of the sleeve 12, which projects downwardly through the space between the boxes 13 and is adapted to vibrate toward one carrier-block l1, and also into a notch 11b cut in said block on the inner side and at the lower edge, as clearly shown in Fig. 5, the arm being restrained from vibration beyond a perpendicular position in the opposite direction by an impinge of its shouldered edge on shoulders of the boxes 13, as indicated at 13a in the figure mentioned. A toe 120, that is formed on the uppor side of the sleeve-body diametrically opposite the shoulder below, is adapted to have contact with shoulders on the boxes 13 at an opposite point from the shoulders 13n when the arm 12b is drawn toward and impinges the shoulders last mentioned.

Between the collar l O" and front trunnion of the swivel-sleeve 12n a stout spiral spring 14 is introduced, it being strung upon the drawbar portion 10g of the draw-head, a similar spring 11 being slid over the draw-bar at the rear of the sleeve 12 and held in close contact with it by a washer and cross-pin at the rear end of the draw-bar, as indicated at 10h in Figs. 1 and 4C.

The draw-bar 10g is loosely shackled to the transverse anchor-bar 15, that is bolted upon the car-frame by the clevis-links 16 16'. The latter, being hooked together, have their ends loosely secured upon the end of the draw-bar and body of the anchor-plate near the center of the latter, by bolts that are introduced through alined perforations in the parts mentioned, and therein secured by any preferred means.

It is necessary for the proper operation of the car-coupling that the arm 12b be normally spring-pressed upon the shoulders 13, so as to elastically retain the hook-jaws of the drawhead in the relative position indicated in Figs. 1, 2, and 12. To this end a spring mechanism is provided, comprising the guide-rod 17, that is furcated at one end which is made to loosely embrace the lower end of the depending arm 12b and is thereon pivoted. The body of the rod extends below the shoulders 13a and trends transversely and diagonally upward, passing loosely7 through a perforation in the bracketed guide-block 17 and extending beyond it of a proper length to receive the spiral spring 1S. The guide-block 17 n is shaped to adapt it to fit upon the lower outer corner of the carrierblock 11, whereon it is secured at a point which will permit the free insertion of the rod 17 through a perforation in the guide-block.

There is a transverse V- shaped groove formed on the outer face of the block 17 which groove is intersected by the hole made for the guide-rod, said orifice being slightly ared outwardly to permit a free movement of the rod and also of the rocker-block 17 1, that is V- shaped on the edge which enters the V- groove of the guide-block,and is strung upon the guide-rod, as shown in Figs. 1, 2, and 5. There is a circular washer 17,1nounted on the guide-rod 17, and has contact with the outer face of the rocker-block 17", which washer aords a seat for the spiral spring 18 before mentioned, the latter being afforded such a length and ten sional force as will adapt it for effective service, and retained in a slightly-compressed condition by a nut and washer on the outer end of the rod, as clearly shown in Fig. 1.

It will be seen that from the construction of parts comprising the spring-actuator for the arm 12b said arm will be held elasticall y pressed toward the shoulders 13, and that an enforced movement of the arm away from said shoulders will partially rock the drawhead and its jaws from their norm al position, that is shown in Figs. 1, 2, and 12.

The arm 12b is adapted to receive the shackleloop 19, that is loosely bolted on it, as shown in Figs. 1, 2, and 5, the loop 19L being secured upon one end of the draft-chain 19, that has its opposite end clipped upon the body of the lever 20, intermediate of its ends, the inner extremity of said lever being pivoted on the car-frame A and its outer end portionextend- IOO IIO

ed in front of the car and sill a short distance. y

A keeper-plate 2l is secured over the lever 2O and upon the lower side of the end sill of the carframe by bolts that engage perforations in the end portions of said plate, and the latter being bent into a flat loop,as shown in Fig.v 2, has a shoulder produced at 2ln by a depression of the plate near its outer end, so that the location of the lever in said depression will interlock its edge with the shoulder 2la and retain the lever outwardly vibrated, with the draw-head in such a rocked adjustment as will dispose its jaws about in the position shown by dotted lines in Fig. 2, whereby a previously-engaged draw-head of the same construction, having its jaws in the normal position indicated by full lines in the same figure, will be released from a coupled connection.

As the lever 2O is spring-drawn toward the inner end of the keeper-plate 2l, and therefore removed from the side of the car-frame, a chain or other iiexible connection 22 is preferably employed to aiford means for the outward draft of the lever when it is to be manipulated, the chain having its inner end secured to the lever, as shown in Fig. l, and the outer end fastened to a projection from the car end near the side, so that the lever may be readily and safely drawn toward the operator and interlocked with the shoulderl2la, as before explained.

Vhen two cars having the improvement are to be coupled, the draw-heads are left in their normal adjustment (shown by full lines in Figs. l and 2) and the cars moved toward each other.

It will be evident that from the peculiar formation of the hook-limbs of the draw-heads these parts will automatically interlock, and as the draw-heads are, from thel nature of their support, adapted to receive a limited gyrating movement, they will yield to end pressure of one pair of jaws on the curved faces of the other and effect a coupled engagement of the two draw-heads if one coupling is at one side of the other or located below it, providing this deviation from longitudinal alinement is not excessive or beyond the capacity of the draw-heads to compensate for,by their tendency to draw the bodies of two engaged draw-heads into alinement. Such an adjustment of two couplings thatare not in the same horizontal plane is represented in Fig. ll, and in Figs. 3 and 9 the coupled connection of two of the improved car-couplings that laterally deviate to a considerable degrec from the longitudinal alinem ent is shown, this lateral disposition of parts, as represented in Fig. 3, resulting when the improved couplings are on cars ruiming over short curves of a railroad.

As the draw-head is spring-cushioned to resist the impact of another draw-head, as well as to withstand sudden shocks of applied draft-force, it will be apparent that the device is well adapted to withstand the rough usage incidental to its service, this beinga main feature of the improved coupling.

It is claimed for this improvement that it is simple, easily and safely operated to uncouple two cars from one side of either car, and that cars having their couplings atdifferent heights from the track will reliably couple and maintain a safe connection while in transit over the railroad whether the drawheads are alined with each other or otherwise coupled.

By vertically perforating one or more of the hook-limbs of the coupling, as shown at 10 in Figs. l, 9, and l0, an ordinary pin may be therein inserted for the coupled connection of an ordinary link-and-pin car-coupling with the improvement, so that cars having the improved coupling may be connected with others having the common coupling, and thus permit the making up of trains that have mixed styles of car-couplings, the improvement being on some of the cars.

Having thus fully described my invention, l claim as new and desire to secure by Letters Patentl. The combination with the rotary drawbar having the hooked twin jaws and counterbalanced to rotate back to its normal position, of a rotary operating-sleeve supporting the draw-bar between its ends and ared at both sides to permit the said bar to rock up and down sidewise, an enlarged bearing for the front end of the draw-bar to allow it free lateral movement, and cushioning-springs on the draw-bar at opposite sides of its operatingsleeve, the rear end of the draw-bar being loosely connected to some part of the framework to limit its outward movement and yet allow it free lateral movement, substantially as described.

2. In a rotary car-coupling, the combination with the cylindrical draw-head body, the squared draw-bar integral with and extending rearward from the cylindrical portion, and the two limbs forwardlyl projected from the draw head and furnished with inwardlyhooking latch-jaws that have sloped faces at the front, of a supporting device for the draw-head, comprising a trunnioned sleevepiece rectangularly and axially apertured and flared in said aperture toward each end, and two similar bracket-boxes perforated to receive the trunnions of the sleeve-piece and securable on the car-frame, substantially as described.

3. In a rotary car-coupling, the supporting spring cushioning and rotating device, comprising a rectangularly and axially apertured sleeve-piece loosely engaging a squared drawbar that is part of the draw-head, two bracketboxes apertured to receive trunnions of the sleeve-piece, two cushion-springs on the drawbar vand pressing the sleeve-piece, a lateral spring drawing device engaging a depending arm of the sleeve-piece, and a flexibly-connected lever arranged to draw the arm against IOO IIO

vthe force of the spring and vibrate it to release the dl'aiwdlead jaws from a matin g coupling, substantially as described.

4E. The eombin ation with the rota-ry counterbalaneed draw-bal having the hooked twin jaws, the @levis-links at the rear end of the dravwbzn', the enlarged bearing for the front end to permit the drmwllead to vibrate laterally in any direction, the operati11g-sleeve having L squared iizmed Opening for the draw- Io bm' and the cushioning-springs on the drawbzn- :Ltopposite sides of the sleeve.

FREDERICK D. CRANDALL. lVibnesses:

XVILLIAM A. DRUMB, GERSHOM F. XVASHBURNE. 

